Method and apparatus for charging batteries



1952 J. B. GODSHALK ET AL METHOD AND APPARATUS FOR CHARGING BATTERIES 7 Sheets-Sheet 1 Filed Oct. 26. 1949 mum/2 6 jER IO 20 30 40 5O 6O 7O 8O 90 I00 TEMPERATURE RISE ("f") F IG'.

TEMPERATURE RISE F) INVENTORJ' JAML'SEGODS/ML/ BY 1677/54 MEDL/LQ Feb. 12, 1952 7, CHARGE METHOD AND APPARATUS FOR CHARGING BATTERIES Filed Oct. 26. 1949 7 Sheets-Sheet 2 E (VOLTS) FIG. 3

RATUR SE POWER LEVEL (wATTs) INVENTORu Feb. 12, 1952 J. B. GODSHALK ET AL ,00

METHOD AND APPARATUS FOR CHARGING BATTERIES Filed Oct. 26, 1949 7 Sheets-Sheet 5 I l/ j// 90 8O 1 m 50 I 2 l IO 20 4o so a0 TEMPERATURE RISE (F) FIG. 5

90 A80 4: w E I 9 C! 2 24o 53 E L|J I DURATION OF CHARGING (MINUTES) F 6 INVENTOR:

#14155 5. flfiffl'L/C Feb. 12, 1952 J. B. GODSHALK ET AL METHOD AND APPARATUS FOR CHARGING BATTERIES Filed Octv 26. 1949 mmuoao 7 Sheets-Sheet 4 FIG. 7

I 75 7 n 5 I ll o ADJ. I 73 1 I H -72 Q RESISTANCE H l 65 F 8 INVENTOR: JAMES 56005/ML/5 BY LEW/.5 4. M50192 Feb. 12, 1952 .1. B. GODSHALK ET AL 2,585,005

METHOD AND APPARATUS FOR CHARGINGBATTERIES Filed 001;. 26, 1949 7 Sheets-Sheet 5 FIG. IA

JNVENTOR: J4M5 56005644146 BY ZfW/J 19. M50032 Feb. 12, 1952 J. B. GODSHALK ETAL 2,585,005

METHOD AND APPARATUS FOR CHARGING BATTERIES Filed 001;. 26. 1949 7 Sheets-Sheet 6 INVENTOR JAMfS 5. 005/1445 F I BY LEW/5 ,4. M50142 Ail .1.

Feb. 12, 1952 J. B. GODSHALK ETAL 2,535,005

METHOD AND APPARATUS FOR CHARGING BATTERIES 7 Sheets-Sheet 7 Filed Oct. 26, 1949 Patented Feb. 12, 1952 METHOD AND APPARATUS FOR CHARGING BATTERIES James B. Godshalk, Philadelphia, and Lewis A.

Medlar, OreIand, Pa., assignors, by mesne assignments, to Sterling-worth Company, Philadelphia, Pa., a corporation of Delaware Application October 26, 1949, Serial No. 123,722

46 Claims.

This invention relates to battery charging, and particularly to a novel method and apparatus for charging storage batteries wherebyduration of charging is determined by the rise in internal temperature of the battery during charging over its initial value at the start of charging.

In the prior art, battery charging methods have been of two general types: (1) wherein the duration of charging is determined by a manually adjusted time switch, and (2) wherein the duration of charging is determined automatically by attainment of a predetermined fixed maximum internal temperature, usually 125 F., in the battery being charged. The first method is illustrated by such patents as 2,354,877 to Peters and 2,347,452 to Amsden. The second method is taught in Patent 2,296,924 to Heyer. Neither the time switch method of charging nor the maximum temperature cutoff method of charging has proved entirely satisfactory in commercial prac tice because of certain inherent disadvantages.

The primary disadvantage of the time switch method of charging lies in its dependence upon the human element. According to the time switch method, a period of time is determined by the operator which will allow the particular charger employed to charge the battery to roughly the desired state of charge, and this period of time is set into the time switch by manual adjustment. The period of time required for a battery charger to raise the state of charge of a battery to a desired level depends upon a number or" variables: (1) the charging current employed; (2) the temperature of the battery at the start of charging; (3) the initial state of charge of the battery, and (4) the size of the battery. These factors must be determined by the operator by observations and test, and the operator must then make manual adjustments in accordance with the results of his observations and tests. Thus, the human element is involved not only in determination of the factors upon which this method of charging depends but also in the necessary adjustments of the charging apparatus. If commercial battery charging were a laboratory operation, carried out by skilled technicians, dependence upon the human element would not be of great importance. But in commercial practice, battery chargers are usually operated by garagemen, service station operators, parking lot attendants, and others, all usually unskilled in the operation of electrical apparatus. Because of this operational errors are frequent when the time switch method of charging is employed, with the result that batteries are too often overcharged, damaged by overheating, or undercharged.

Byeliminating manual adjustments, the maximum temperature cutoff method of charging has overcome the major disadvantage of the time switch method, but in doing so has introduced new disadvantages. This method is based upon the theory that the temperature of the electrolyte of the battery being charged varies substantially as the progress of the charge, that the relation between the progress of the charge and the temperature of the electrolyte is constant throughout the time period of the charge, and that such relation is independent of the wattage of chargingf According to the maximum temperature cutoff method of charging, the charging apparatus is equipped with a device responsive to the electrolyte temperature of the battery being charged and operable to break the charging circuit when the electrolyte temperature reaches F. or some other predetermined fixed temperature. The'battery is charged at a predetermined high rate until the fixed maximum temperature is reached.

It has been found that, in actual practice, the maximum temperature cutoff method of charging results in the overcharging of batteries initially cool, and undercharging of batteries initially warm. Actual commercial practice has disproved the theory upon which the maximum temperature cutoff method is based. Though this method has the advantage of simplicity and freedom from manual adjustments, it has the serious disadvantage of frequently giving a result different from that desired by the operator. As will be apparent from latter discussion herein, this method also frequently requires the expenditure of more time than is necessary or desirable.

An object of the present invention is to provide a novel method for charging batteries which will be free from the above mentioned disadvantages of the time switch and maximum temperature methods of charging.

A further object of the invention is to provide such a method whereby danger of serious overcharging is substantially eliminated.

A further object of the invention is to provide a method and apparatus for charging storage batteries whereby the state of charge of the battery is raised either to a predetermined value or to a practical maximum, as desired, with minimum requirements of time and manual adjustments.

A further object of the invention is to devise a method and apparatus for charging any storage battery to from 70% to 100% or full charge, regardless of the initial state of charge of the battery, without requiring tests of the battery or any manual adjustment of the charging apparatus.

A further object of the invention is to provide a method. and. apparatus for charging storage batteries wherein the duration of charging is controlled by a predetermined rise in internal temperature valve during charging.

A still further object of the invention is to de vise apparatus for charging batteries, whereby duration of charging is controlled in accordance with completion of a predetermined rise in internal temperature of the battery durin charging, said apparatus including means for preventing occurrence of excessive battery temperatures during charging.

Yet another obiect of the invention is to provide a method for charging storage batteries either to a practical maximum state of charge or to a predetermined state of charge without exceeding the safe maximum value of the internal tem erature of the battery, even though the initial internal temperature of the battery is relatively high.

In order that the invention may be understood in detail, reference is had to the accom anying dr wings which form a part of this specification,

vherein:

1 is a diagram showing the curve obtained by plotting temperature rise against increase of charge exh bited by various sizes of fully dischatecl batteries during charging at a power level of 1.25 watts;

Fig. 2 is a diagram sho ing curves similar to that shown in Fig. l for initially completely disbatteries charged. at different power levels.

Fig. 3 is a diagram illustrating the relation between a theoretical power level curve of 125 watts and an actual 125 watt power level curve for a typical constant voltage supply battery charger employing a high resistance rectifier;

Fig. 4 is a diagram showing the curve obtained by plotting per cent increase of charge obtained from charging initially fully discharged batteries at various power levels through a temperature rise of 20 F.;

5 is a diagram showing curves obtained by plotting temperature rise against increase of charge at a power level of 500 watts for batteries initially fully discharged, initially 35% charged, and initially 67% charged, respectively;

Fig. 6 is a diagram showing the curves obtained by plotting temperature rise against charging time for various sizes of batteries charged at a 500 watt power level;

Fig. '7 is a schematic diagram of one preferred form of manually adjustable charging apparatus constructed according to the invention;

Fig. 8 is a plan View, partially in section, of an adjusting mechanism employed with the apparatus illustrated in Fig. '7;

9 is a front elevation of the calibrated dials employed with the adjusting mechanism shown in Fig. 8;

Fig. 10 is a schematic diagram of another form of manually adjustable charging apparatus constructed according to the invention;

11 is a fragmentary plan view of the adlusting mechanism shown in Fig. 8 combined of the battery above its initial 4 with switch mechanism employed with the charging apparatus illustrated in Fig. 10;

Fig. 12 is a schema io d agram of another form of battery char ing appa 'itus, constructed in accordance with the invention for charging batteries through a predetei lined temperature rise without manual adjustment oi the charging apparatus;

Fig. 13 is a fragme--tary side elevation showing a preferred forn of cam switch employed in the apparatus illustrated in Fig. 12, said cam switch being constructed to automatically determine the temperature rise through which the charging apparatus will charge a battery, and

Fig. 14 is a vertical section taken on the line l4-l4 of Fig. 13.

To assist in a ready understanding of our invention and proper interpretation of the ap pended claims, w define the following terms which will be employed:

(1) By internal temperature of a battery, we mean the temperature of the battery as measured by a heat sensitive device in good thermal contact with the battery electrolyte. The initial internal temperature is the internal temperature of the battery at the time of starting the charge.

(2) By temperature rise, we mean the rise 01' the internal temperature of the battery above its initial value. For example, when a battery having an initial internal temperature of F. has been charged until its internal temperature reaches F., the internal battery temperature has traversed. a tempreature rise of 60 F.

(3) By a fixed maximum internal temperature of a battery we mean a single temperature predetermined for purposes of controlling or terminating some condition. A common example is that temperature specified by battery manufactures as being the internal temperature of the battery which cannot be safely exceeded during charging. By coincidence, the temperature at the end of a temperature rise may b this prede termined temperature.

(4) By power level of chargin we mean the average power level of the Ede-Idc curve of the output of the charger employed. This definition will be hereinafter amplified.

In describing the invention, it will be necessary to refer to the state of charge of batteries. There are in the art at the presem time several methods for determining state of charge of storage bat-' teries. By the method usually employed in au tomotive service stations, 9. 6volt battery is' said to be fully discharged for practical purposes then it gives a hydrometer reading of sp. gr. l.l'50-- 1.160, this being the state of charge below which the battery will ordinarily not turn cold engine by the starter motor. By a more accurate method adopted by battery manufacturers, however, a 6- volt battery is said. to be iully discharged when it exhibits a terminal voltage of 5.25 volts under the 20-hour load. By this latter method, a fully discharged battery is obtained for test purposes by dischar ing at the 20-hour rate 20 X amp.- hr. capacity of the battery) until the terminal voltage reaches 5.25 volts. It can be shown that a 6-volt battery exhibiting a hydrometer reading of 1.150-1.160 by the service station method of testing is actually about 35-40% charged, based on 0% as a state of charge giving a terminal volt-- age of 5.25 volts, in the case of 6-volt batteries.

Percentages of charge, when given hereinafter,

are based on 0 as attained by discharging at the 20-hour rate until a terminal voltage of 5.25 volts results.

We have discovered that the temperature rise of a battery during charging bears a definite rela tionship to the increase in state of charge of the battery, and that this relationship between temperature rise and increase in state of charge is a fixed relationship, independent of the charging current, the battery size and the initial battery 6 tests show the relationship between temperatures rises and increase in state of charge to be the same for fully discharged batteries, regardless of the battery size and the initial internal temperature.

The tests further show that the relationship between temperature rise and increase in state of charge is dependent upon the power level of charging. This is illustrated in Fig. 2, wherein temperature, when the battery is charged by an the three curves represent the results of chargapparatus with a substantially constant power ing runs carried out at 500 watt, 800 watt, and level output. 1100 watt power levels, respectively. As in the To determine the relationship between temcase of the 125 watt power level curve of Fig. 1, perature rise and increase in state of charge, we the three curves shown in Fig. 2 are based on have made numerous tests on standard lead-acid, is many charging runs on batteries of difierent sizes automotive type storage batteries. These tests and at different initial internal temperatures, inhave taken the form of charging runs made at a dicating again that t e temperature rise Versus substantially constant power level on batteries increase of charg Cu is independent of with initial internal temperatures ranging from tery size and initial temperature. It will be seen F. to 80 F. Data for twelve representative 20 that the curve flattens out as the power level is charging runs is as follows: increased. But, even in the case of an 1100 watt Btty. Initial Temp. Per Cent gfi Duration of Initial No. Capac- Temp, R se, Full Charge 1'1 Ids ity F. F. Charge gggg g Minutes Amps 100 3o 70 95. s 68 77. 0 100 as 2ov 45. 1 100. 0 37 81.0 100 71 4a 72. 5 81.8 81 7o. 0 120 20 so 100. 0 65.9 210 52. 0 so 18 to 87.5 83. 3 no 3c. 0 so 20 so 97. 0 c5. 4 144 5a. 5 so 20 71. o 95. 7 e7 57. 0 so 23 72 90. o 69. s 125 45. o 120 so 21 48. o oo. o 51 76.0 120 73 so 62. 0 9o. 0 cs 81. 5 120 11 2o. a 95. 5 26 82. 0 120 24 5a 82. 0 7o. 8 m 62. 0

These twelve representative charging runs were power level, 65% of full charge is attained in the made at apower level of approximately 500 watts. first 50 F. of temperature rise, and in the case For purposes of simplicity, data given above 40 of a 450-500 watt power level, the first 50 F. of has been limited to charging runs made on fully temperature rise gives of full charge. discharged batteries. Tests were made under Since it has ben found that the relation beboth adiabatic and non-adiabatic conditions, and tween temperature rise and increase of charge it was found that the results were the same in is dependent upon power level, a detailed coneither case. Since the lowest charging current 45 sideration of this factor is pertinent to a clear employed was 12 amperes, the tests show that understanding of the invention. In its narheat lost from the b y during charg is rowest sense, the term power level refers to the negligible when compared with heat generated, instantaneous valve of the power flowing into the even when a power level substantially below battery from the charger. In the conventional watts is employed. It should be noted, however, o charger operating from an alternating current that this statement holds true only when the source, a rectifier is employed to convert the temperature of the battery is not greatly above alternating current to direct current, and because ambient temperature. Should the temperature of of the nature of the rectifier the current supplied the battery be substantially greater than ambient to the battery is of a pulsating nature, that is, temperature,there maybe sufiicient heatlost from 53 it periodically varies from zero to a maximum the battery to vary the charging time required and back to zero, with a certain amount of dead to cause the battery temperature to complete space between the end of one pulse and the begina given rise. When the statement is made herening of the next. Since the current varies from inafter that, in practicing this invention, a chargzero to a maximum and back to zero again, the acing rate is Chosen Whieh iS sufficiently gh that 00 tual power flowing into the battery varies likewise, heat lost from the battery is negligible when comand it may be said that the power level, using the pared with the heat generated due to charging, term in its narrow sense, is also varying from it is to be understood that this statement implies zero to a maximum and back to zero. It istherethat the battery is initially substantially at amfore obvious that, for practical purposes, the bient temperature. Conventional fast chargers of 65 power level must be considered as the integrated the constant voltage source type were employed throughout the tests.

The tests upon which the curve shown in Fig. l is based were made by charging at a power level of 125 watts various sizes of batteries ranging in capacity from 80 ampere hours to ampere hours. The initial internal battery temperatures involved ranged from 20 a practical lower limit determined by the freezing point ofthe electrolyte, to well above 70 F. Thus, the

average of this fluctuating power over a time interval relatively long compared to the pulse frequency.

Charges of the type operating from a fixed voltage alternating current supply and employing a dry plate rectifier have the inherent characteristic that the charging current (Ida) varies inversely as the charging voltage at the battery terminals (Ede). This relation between the charging current and the terminal voltage of the battery is independent of the particular battery being charged and, for a given charger and a given alternating current supply voltage, a characteristic Edr-Idc curve may be plotted. The slope of the Ids-Ede curve is a function of the resistance of the charging circuit for a given supply voltage, the higher the resistance, the flatter being the curve. Consequently, the comparatively low resistance rectifiers, such as those of the selenium and copper oxide types, tend to, give a much steeper Edc-Idc curve than do the higher resistance rectifiers, such as those of the copper sulfide-magnesium type.

It is possible to plot a theoretical curve of Ede-- Idc on which all points have the same power level and such a curve is referred to as a constant power level curve. The solid line of Fig. 3 shows a curve for the constant power level of 125 watts. In contrast therewith, there is shown by the dotted line of Fig. 3 the actual Edc--Idc curve for one adjustment of a battery charger, employing a high resistance rectifier of the copper sulfide-magnesium type. Using the broad definition of power level given earlier in this specification, it can be stated that this battery charger,

when adjusted to give the Edc-Idc curve shown by the dotted line of Fig. 3, has a power level of charging of 125 watts. The relationship between the slope of the actual EdcIdc curve of the charger and the constant power level curve remains reasonably the same for all adjustments of the charger. Consequently, a battery charged by a charger of this type, will remain substantially at the same power level regardless of how the charging current may vary with battery voltage as infiuenced by battery temperature, battery age, or state of charge.

We have found that the greater the deviation of the actual EdcIdc curve from the corresponding theoretical constant power level, the greater will be the deviation of observed values of temperature rise and state of charge from the curve shown in Fig. 1. We believe this to be due to the wide variation of output voltage (Ede) at the battery with varying conditions such as temperature, age and. state of charge of the battery. This means, in effect, that charging will be at different power levels for different conditions, and the results will obviously not conform to a curve dependent on one particular power level. It is therefore highly desirable when practicing the present invention to maintain the actual Ed .ldc curve of the charger as close as possible to the corresponding theoretical constant power level. This may be accomplished by employing a high resistance rectifier or by employing a lower resistance rectifier supplemented by an auxiliary resistance.

It should aslo be noted, in connection with the consideration of the choice of power level, that while this choice should be made with reasonable precision when lower power levels are employed, {considerably greater variation is allowable if higher power levels are to be employed.

The effect of choosing different power levels of charging will be particularly clear from an inspection of the curve illustrated in Fig. 4, where the per cent increase of charge obtained for a temperature rise, is plotted at various power 4 levels ranging from 100 to 1100 watts. Referring to Fig. 4, it will be seen that an increase in power level from 100 to 200 watts results in a drop of per cent charge of 15%, while at the other end of the curve an increase in power level from 800 to 900 watts results in a drop of per cent charge of only about 2 ,{2%. Thus, it is the general rule that a given temperature rise produced by a relatively low power level of charging will result in a relatively large increase in state of charge, while the same temperature rise produced by a relatively high power level results in a relatively small increase.

The tests also show that, if the initial state of charge of the battery is greater than zero, the temperature rise versus increase-of-charge curve will be offset from, but generally parallel to, the same curve resulting from charging a fully discharged battery, presuming that the same power level of charging is employed in each instance. This is shown in Fig. 5, where a family of such curves is illustrated for 500 watt power level charging of batteries initially fully discharged, initially 35% charged, and initially 67% charged. Here, it is seen that a 40 temperature rise will yield slightly better than 70% full charge in the case of a battery initially fully discharged, in excess of full charge in the case of a battery initially 35% charged, and a slight overcharge" in the case of a battery initially 67% charged.

From the temperature rise versus increase-ofcharge curves illustrated, it will be seen that a. battery at a known initial state of charge can be brought to any desired state of charge by charging at a definite power level and terminating charging when the internal temperature of the battery has risen to the required extent, the extent of rise being determined by the power level chosen. The temperature rise required to give various desired increases in state of charge can be determined readily and tabulated in chart form by the manufacturer of the battery charger. Since battery size and temperature do not affect the relationship, these factors require no test or compensating adjustment of the charger. Though the initial internal temperature of the battery must be determined, it will be shown hereinafter that, when the preferred apparatus is employed,

such determination can be made automatically,

without depending upon the human element. The question of power level resolves itself into the adjustment of the charger tap switch, when battery chargers now conventional in the art are employed, since the rectifier characteristics are determined by the manufacturer of the charger.

According to the present method, if precise charging is to be done, all that is required of the operator of the battery charger is to determine the initial state of charge of the battery and choose the proper temperature rise corresponding with the power level employed.

Though the precise results attained by the method of charging just outlined are frequently desired, we have found in the course of our experiments that the accuracy of this method exceeds the requirements of accuracy involved in many types of commercial charging operations. For example, as previously pointed out, most automotive batteries presented for charging at service stations and the like as fully discharged are in fact 35-40% charged. It is more than sufficient for automotive purposes if the state of charge of the battery is increased to at least '70 of full charge. By reference to Figs. 2 and 5, it will be seen that, when a power level of charging of 500 watts is employed, a fully discharged battery can be brought to 70% charge by charging through a 37 temperature rise, while if the battery is initially 35% charged, charging through the same temperature rise will result in better than 90% of full charge. It is therefore obvious that a charging apparatus constructed to charge at 500 watts and arranged to terminate charging upon completion of a temperature rise of about 40 would successfully charge almost all automotive storage batteries presented at service stations for charging. Similarly, the same would be true for a charging apparatus charging at 800 watts and terminating charging at about 50 temperature rise.

In fact, for any selected power level ranging from 100 to 1100 watts, there is a corresponding temperature rise which will always give at least 70% of full charge, though an intermediate level is obviously somewhat more advantageous. Further, the corresponding temperature rise is not absolutely definite; in the case of a 500 watt power level of charging, the temperature rise could be in the range of from 35 to 60, depending upon the results required and upon the initial internal temperatures of the batteries most likely to be encountered in use of the apparatus.

For automotive battery charging, the use of a single predetermined temperature rise and corresponding power level of charging for all batteries, regardless of initial state of charge, offers several important advantages. First, it eliminates the necessity of making any preliminary test of the battery to determine state of charge. Second, it eliminates the necessity of referring to a table of values to determine the proper temperature rise for each battery. Third, it makes possible the use of a charging apparatus which will require the operator only to operate a simple on-off switch. Fourth, by making use of only the temperature rise period in which the greatest amount of charge is put into the battery, it increases the efficiency of the charging operation, and overcharging is materially reduced.

The importance of this last factor will be seen more clearly with reference to Fig. 6, wherein the relationship between temperature rise and duration of charging in minutes is illustrated for three sizes of batteries charged at a power level of 500 watts. In practice it has been proved that the increased time periods of charging necessary to attain temperature rises in excess of 60 are usual- 1y spent largely in overcharging the battery, since the batteries presented for charging are rarely at an initial state of charge of less than 35%. If a battery is to be charged by the prior art maximum temperature cutoff method, and the maximum temperature employed is 125, the initial state of charge of the battery is 35%, and the initial internal temperature 60, as is likely to be the case in relatively cool weather, the maximum temperature cutoff method will require charging until a temperature rise of 65 is completed. If the power level of charging is 500 watts, the battery will be substantially fully charged at 45 temperature rise, resulting from charging for about 80-90 minutes. But the maximum temperature cutoif method requires that charging continue for an additional 20 of temperature rise requiring 30-40 minutes of charging. Since much of this additional charging is overcharging, the additional time is, in effect, wasted.

In general, the temperature rise method of charging can be applied in four different manners. As just described, a fixed power level and a fixed temperature rise may be used, these two values being chosen in accordance with the particular conditions under which the charging is to be done. Conversely, both the power level and the temperature rise may be selected by the operator to 10 suit each particular battery to be charged. Also, a fixed power level may be employed, and the temperature rise alone selected to suit each particular case, or conversely, a fixed temperature rise may be employed and the power level alone selected to suit each case.

The method may be carried out entirely manu ally by inserting a conventional thermometer in the battery, determining the initial internal temperature, charging at a predetermhled power level, continuously observing the temperature rise resulting from charging, and manually interrupting the flow of charging current to the battery when the internal temperature of the battery has traversed a predetermined rise.

The method can also be accomplished by the use of an adjustable thermostatic switch substituted for the fixed thermostatic switch of a conventional thermally controlled charging apparatus such as that shown in Patent 2,354,877 to Peters. In such case, the switch is adjusted to act at the initial internal temperature of the battery and is thereafter immediately adjusted to act again at a predetermined higher temperature, setting the upper limit of the temperature rise. The thermostatic switch ordinarily controls a relay circuit, the relay making and breaking the charging circuit, and it is obvious that, since the relay may be either or the normally open or normally closed type, the thermostatic switch will be either closed on open, respectively, during the temperature rise.

We prefer, however, to employ an automatic temperature-responsive control circuit, as hereinafter described, which can be adjusted to the initial temperature of the battery, then adjusted again to respond to completion of a predetermined rise of internal temperature of the battery over its initial value, and which will continuously detect the progressive change of battery temperature and automatically terminate the charge upon completion of the selected temperature rise.

A simple form of such apparatus is illustrated diagrammatically in Fig. '7. Here, battery it is supplied with charging current by a conventional charging circuit comprising transformer ll, alternating current supply leads [2 and i3, and a suitable conventional rectifier l4.

Located at a convenient point of the charging circuit just described is a contactor 15, in the present embodiment illustrated as a relay comprisin a circuit closing member movable between and adapted to bridge either a first set of contacts IS in supply lead I3 of the charging circuit or a second set of contacts I! controlling a circuit to be hereinafter described. The relay is provided with an actuating winding lit and is normally biased, as by spring 153, to close contacts I! and open contacts Iii, energization the actuating winding causing contacts iii to be closed and contacts ll to be opened.

Winding I8 is connected in the plate circuit of a thermionic tube 29, and the cathode and control grid of tube 20 are connected across the output points a, b, of a Wheatstone bridge 2!. Bridge 2| comprises standard resistances R1 and R2 making up two arms of the bridge, a resistance Ra in a third arm, and, in the arm balancing said third arm, a thermally responsive resistance Rt having a negative temperature cofiicient. Rt is preferably a thermistor of that general type prepared by molding and firing mixtures of semi-conductive oxides of such metals as manapproximate dimensions on the order of /2 inch in length and inch in diameter. When such a thermistor is employed, it may be neces sary to include an additional fixed resistance in series therewith to bring the thermistor arm of the bridge up to a convenient resistance value, though it is more desirable to use Rt alone, where a thermistor of sufiiciently high value is available.

Thermistor Rt is connected into bridge 2| by conductors 22 and 23. It will be understood that, in commercial practice, the components of the electrical circuits described are housed in a casing, and the charging circuit is connected to the battery by suitable insulated leads. Accordingly, conductors 22 and 23 are embodied in a flexible insulated cable of sufiioient length to reach from the casing to the battery. As described in co-pending application, Serial No. 137,804, filed January 10, 1950, by Lewis A. Medlar, now Patent 2,526,251, thermistor Rt is provided with a suitable casing of such a nature that the thermistor can be brought into good thermal contact with the battery electrolyte being inserted through one of the filling openings in the battery casing. The mechanical arrangement of the thermistor Rt and its associated casing forms no part of the present invention, being claimed in the aforesaid application, Serial No. 137,804.

Bridge 2| is supplied by conductors 24 and 25 connected to secondary winding 26 of trans-- former 21, the primary winding 28 or" which is connected across the alternating current supply of the charging circuit. Transformer 2'! is provided with a supplementary secondary winding 29 for supplying the heater of tube 29.

Thermionic tube 20 is preferably of the type generally known in the art as a thyraton. When used with alternating current voltages on the plate and grid, such tubes are conductive only when the plate is positive with respect to the cathode and the grid is positive or nearly positive with respect to the cathode. Stated differently, when the plate and grid voltages with respect to the cathode are in phase, the tube will conduct, but when the plate and grid voltages are 180 out of phase, the tube will not conduct. Thus, to determine whether or not such a tube will conduct, the control voltage on the grid must not only be of sufficient amplitude but it must also be of the proper phase relationship with the plate voltage. Other thermionic tubes than the thyratron can be used.

When the bridge 2| is balanced, there is no potential across the output terminals a, b. Unbalance of the bridge in one sense causes a potential of one phase across the output terminals, while unbalance in the opposite sense reverses the phase of this potential. The output terminals of the bridge are connected to the control electrode and the cathode of tube 20. Therefore, as the bridge swings through the balance point, the phase of the potential at the control electrode of tube 20 reverses, and the tube will become either conductive or non-conductive, depending upon the sense of unbalance of the bridge.

It will be understood, by those skilled in the art that the precise instant at which the tube be- 12 comes conductive or nonconductive during the swing of the bridge through the balance point Will depend upon the particular characteristics of the tube used in the circuit, and that, in fact, a particular tube may become conductive upon occurrence of a grid potential such as 1 volt at a plate potential of +110 volts, which in the present apparatus represents a slight unbalance of the bridge. Accordingly, when in this specification and appended claims we state that balancing of the bridge, or the swinging of the bridge through the balance point, actua-tes the tube, we mean this terminology to include those cases where the tube responds as the bridge closely approaches the balance point.

Value of the arms of the bridge 25 comprising Rt and Ra must be of such magnitude that the supply voltage of the bridge will not generate so much heat as to produce an appreciable increase in the temperature of Rt. The ratio of Rt to R2 must be the same at the balance point of the bridge as the ratio of R2 to R1.

Contacts I! of relay E5 control a circuit consisting of conductor 30, a normally closed pushbutton switch 3|, a resistance 32, and conductor 33, this circuit being so arranged as to connect resistance 32 in parallel with Rt when contacts I! are closed. The plate circuit of tube 20 is connected, by conductor 35, to conductor 25.

A signal 34, such as a pilot lamp, is connected across the charging circuit on the battery side of relay l5, whereby the operator can observe whether or not the charging circuit is energized.

When the device of Fig. '7 is to be employed to charge a battery by the temperature rise method, the operation is as follows: With the rectifier output connected to the battery and thermistor Rt inserted in the battery, leads I: and I3 are connected to a suitable source of alternating current. The internal temperature of the battery will, ordinarily, be relatively low, and the resistance of thermistor Rt will therefore be relatively high. If the initial value of resistance Ra is substantially less than that of the thermistor Rt, bridge 2| will be unbalanced in a sense causing tube 20 to be conductive, winding l8 of relay IE to be energized, and contacts IE to be closed, energizing the charger and also energizing sig nal 34. Resistance Ra is now adjusted until bridge 2| just balances, tube 20 becomes deenergized, and contacts l6 are therefore opened, breaking the charging circuit and de-energizing signal 34. At this point, it will be seen that, since bridge 2| is in a balanced condition with thermistor Rt at the initial internal temperature of the battery, the adjustment of resistance Ra is a function of the initial internal temperature of the battery. With push-button switch 3| held in open position, resistance R9. is new ad- J'usted to decrease its value a predetermined amount, dependent upon the particular temperature rise, determined by the operator, corresponding with the increase 'in stat of charge required. So decreasing the value of resistance .a again unbalances bridge 2| in a sense causing tube 2..-

to be conductive, winding 8 to be energized, and contacts ii in the charging circuit to be closed. Charging of the battery will therefore proceed from the moment of unba-lancing of the bridge. As charging continues, the internal temperature of the battery rises, and the resistance of thermistor Rt therefore decreases. Upon completion of the temperature rise determined by the last adjustment of resistance Ra, the resistance of thermistor R1; .will have decreased to an extent such that bridge 2| is substantially rebalanced, and as this occurs, tube 26 will again become non-conductive, winding it will be deenergized, contacts 6 will be opened, breaking the charging circuit and so terminating charging, and contacts ll will be closed by reason of spring I9.

Closing of contacts completes a circuit comprising conductors 36, normally closed pushbutton switch 3|, resistance 32 and conductor 33, so connecting resistance 32 in parallel with thermistor Rt. The value of resistance 32 is, by reason of choice or adjustment, less than the value of thermistor Rt when the thermistor is at the highest cutoff temperature for which the apparatus can be adjusted. Therefore, when contacts H are closed, the apparatus will be locked in off position, since so long as resistance 32 is connected in parallel with thermistor Rt, the bridge cannot be rebalanced by any change in value of thermistor R1; to cause tube 20 to be conductive. When the charger is to be energized for charging another battery, it is merely necessary to momentarily open push-button switch 3|, since, when thermistor Rt is at a relatively higher resistance value than resistance Ra, as is ordinarily the case at the time of starting the charge when Rt is at the initial internal temperature of the battery, the bridge 2| would be unbalanced in a sense causing tube 26 to be conductive, were it not for the presence in the circuit of resistance 32. It will, of course, be understood that, when the circuit of resistance 32 is momentarily broken by actuation of push-button switch 3|, tube 20 becomes conductive, and therefore contacts are broken, so eliminating resistance 32 from the circuit until such time as tube 20 again becomes non-conductive.

In some respects, the apparatus shown in Fig. 7 and just described is similar to that disclosed in our co-pending application, Serial No. 87,494, filed April 14, 1949, now Patent Number 2,529,038. In that application, we have described and claimed an apparatus wherein a thermistor responsive to battery temperature controls a relay in the charging circuit to interrupt charging when a predetermined battery temperature is reached, regardless of the initial battery temperature. In the present invention, the temperature responsive control is such that charging is terminated when the battery temperature has increased by a predetermined amount over its initial value. In other words, application Serial No. 87,494 is directed to a maximum temperature cutoff device, while the present invention, though it may involve apparatus similar in some respects to that of the aforementioned application, maintains a predetermined temperature rise, selected either by adjustment or by an automatically resettable control element.

In order that the operator shall be able to perform the necessary two-stage adjustment of resistance Ra conveniently, and without necessitating special technical knowledge on the part of the operator, we have provided a special adjusting mechanism whereby the two adjustments are made independently of each other as far as the operator is concerned. A preferred form of this mechanism is shown in Fig. 8. For convenience, I we will refer to the first adjustment of resistance Ra, by which the bridge is just balanced to deenergize the charging circuit, as the start adjustment, and to the second adjustment of resistance Ra, by which the bridge is unbalanced an amount proportional to the desired temperature rise, as the run adjustment.

We prefer to employ mechanism which will provide the operator with separate adjusting knobs for making the start and run adjustments. Referring now to Fig. 8, it will be seen that resistance Ra, which may be any conventional potentiometer of proper value, is mounted by having its adjusting shaft 50 journalled in panel 5| of the charger casing. Keyedto shaft 50 is a gear 52 meshing with gears 53 and 54. Gears 53 and 54 are carried by, but freely rotatable on, shafts 55 and 56, respectively, and are respectively provided with serrated clutch facings 5'! and 58. Shaft 56 is journalled in panel 5|, as at 59, and is provided with adjusting knob 60 having a suitable pointer cooperating with a dial 6|. Shaft 55 is journalled in panel 5|, as at 62, and is provided with adjusting knob 63 having a suitable pointer cooperating with dial 6!.

Keyed to shaft 56, but slidable thereon, is a clutch member 65. The surface of member 65 adjacent gear 54 is serrated to cooperate with serrated clutch facing 58 on gear 54. Keyed to shaft 55, but slidable thereon, is a clutch member 66 having an enlarged portion 61. Portion 6'1 is provided with a serrated clutch surface 66 capable of cooperating with clutch facing 51 on gear 53. On the opposite surface, portion 61 of member 66 is provided with a cam 69. A fixed member 16, rigidly supported as by horizontal panel 1|, is provided with a bore 12, through which the hub of clutch member 66 may pass freely, and a cam slot 13 designed to cooperate with cam 69. Clutch member 66 is urged toward fixed member 10, as by tension spring I4, so that cam 69 may normally seat in cam slot 13, and clutch surface 68 is then spaced from clutch face 5'5 a distance equal to the height of cam 69. Clutch members 65 and 66 are intercom nected for simultaneous sliding action by a lever '55 pivoted at 16 to horizontal panel ll.

Knob 60 is employed to make the start" adjustment of resistance Ra, and knob 63 to make the run adjustment. It will be seen that, when the parts of the mechanism are in the positions shown in Fig. 8, clutch 65 engages the cooperating clutch facing on gear 54, while clutch facings 5? and 66 are out of engagement. Thus, rotation of knob 60 will adjust resistance Ra. In actual operation of the apparatus, presuming that the battery to be charged is at a relatively low internal temperature, and thermistor Rt is therefore at a relatively high resistance value compared to resistance Ra, the operators first act will be to rotate knob 60 in a direction causing resistance Ra to be increased, rotation of the knob being stopped when bridge 2|, Fig. 7, becomes balanced, as evidenced by signal 34. As has been previously pointed out, at this point the adjustment of resistance Ra is a function of the internal temperature of the battery. Therefore, the position of adjusting knob 60 at the end of the start adjustment is indicative of the initial internal temperature of the battery, and dial 6| can therefore be calibrated in terms of temperature if desired. I

After the start adjustment has been made by manipulation of knob 60, the run" adjustment is made by rotation of knob 63. It will be seen from Fig. 8, that, when knob 63 is first rotated, the resulting rotation of member 66 relative to fixed member 10 will cause cam 69 to ride out of cam slot '13, thereby bringing clutch facings 66 and 51 into engagement, whereby further rotation of knob 63 will result in adjustment of resistance Ra through gears 53 and 52. Also, as cam 69 rides out of cam slot 13, lever 75 pivots to disengage clutch member 65 from gear 54, leaving gear 54 freely rotatable relative to shaft 56. In making the run adjustment, knob 63 is rotated so as to decrease the resistance of Ra. The final position of knob 63 is dependent upon degrees of temperature rise desired. However, the average operator of a battery charger in commercial practice is not interested in, and may not understand, the significance of the amount of temperature rise required to bring about a desired increase in state of charge of the battery.

The run adjustment may be calibrated in two different manners. If the charger employs a tap switch to adjust the transformer output and thus adjust the power level, dial 84, Fig. 9, should be calibrated in terms of temperature rise. On the other hand, if the charger employs only one fixed power level, and the transformer tap switch is eliminated, dial 64 should be calibrated in terms of percent of full charge. Fig. 9 illustrates a preferred panel arrangement. It will be understood that it is not necessary that dial HI I be calibrated at all, since completion of the start adjustment is determined by deenergiza tion of signal 34.

In the preferred form of the adjusting mechanism shown in Fig. 8, it is necessary that, after each charging operation, adjusting knob '53 be returned to its original position, so that cam seats in cam slot 13, clutch iacings i and G8 are disengaged, and clutch member 55 engages clutch facing 58 on gear 54. Return of knob 53 to its original position returns resistance Ra to the value determined by the original start adjustment. Knob 85 can then be zeroed, if the operator so desires, but this is not necessary.

As previously pointed out, it may, in certain commercial applications, be desirable to charge any battery presented for charging through a standard temperature rise in order to obtain an optimum charge without making any tests or adjustments whatever. In that event, resistance Ra Fig. 7, is made non-linear to match the non-linearity of thermistor Rt, so that a given adjustment of resistance Ra will always determine a given temperature rise, regardless of the initial temperature of the thermistor. The dial for the run knob is provided merely with two definite positions, which may be designated off and on. The operator simply first manipulates the start knob until the signal 34 responds, and then moves the run knob from the normal off to the on position. That is all. The charger will thereupon charge the battery through the standard temperature rise for which the charger is designed, and will automatically out off when this temperature rise has been traversed.

Though the apparatus just described is advantageous for charging by the temperature rise method, we have found that in some instances the adjustment required to balance the bridge with the thermistor at the initial internal temperature of the battery to be charged is too fine, particularly where the operator is unskilled. In Fig. 10, we illustrate another form of apparatus which overcomes this difficulty.

In this embodiment, the charging circuit remains the same as that shown in Fig. *7, and a relay II5 is provided with contacts H8 in the charging circuit and contacts In in an unbalancing circuit hereinafter described. Relay H5 temperature 1' s onsive bridge *2! comprises standard resistanc s R1 and a negative tem perature coefficient thermistor Rt adapted to be inserted in the battery to be charged, and a resistance Between the arm containing resistance Rb and the arm containing thermistor is adjustable resistance R3, and it will be that, since the movable contact of resistance R the galvanometer point a of the bridge, adjustment of Ra increases one of the two arms just mentioned and simultaneously decreases the other, depending upon the direction of adjustment. Bridge I2I is supplied with alternating current by conductors I and I33 connected to secondary wind 1g I26 of transformer I21, the primary winding I28 of this transformer being connected across the input of the charging circuit. A supplementary secondary winding I37 of transformer I2? is connected to the cathode and, through winding IIB, the plate of tube I23.

The output of bridge I2I is connected across the grid and cathode of tube I20 through conductor I38 and either one of two circuits which will now be described. The first circuit comprises contact I39 of adjustable resistance Ra, conductor I40, one contact I4I of a single pole double throw snap switch I42, and conductor I43. The second circuit comprises contact I39, one contact I of a single pole double throw snap switch I45, conductor I46, diode rectifier I47, conductor I43, a second contact N9 of switch I42, and conductor I43. A time constant circuit between conductors I48- and I38 consists of resistance I50 and condenser I5I.

An unbalanoing resistance I32 is connected in parallel with thermistor Rt only when contacts II! of relay II5 are closed and switch I45 is actuated to engage contact I52.

The mechanism shown in Fig. 8 is employed to adjust resistance Ra in the circuit just described. Further, switches I42 and I45 are jointly operated by movement of lever I5, as shown in Fig. 11. From Fig. 11 and Fig. 10, it will be seen that switches I42 and I45 act in one position to include rectifier I4? in the output circuit of the bridge I2I. In the other position, switch I42 conipletes a direct connection between galvanometer point a of bridge I2I and the grid of tube IN, while switch I connects resistance I32 to galvanometer point a so that, upon closing of contacts II'I, resistance I32 will be connected in parallel with thermistor Rt. When the adjusting mechanism of Fig. 8 is so manipulated that cam 69 seats in cam slot I3, switches I42 and I45 are actuated to the positions shown in Fig. 10, with rectifier I4? connected in the output circuit of the bridge.

Operation of this apparatus in carrying out charging by the torn erature rise method is as follows; With thermistor Rt inserted in the battery to be charged, the input leads of the chargins circuit are connected to a suitable source of alternating current. Knob 63, Fig. 11, is adjusted to zero position so that cam 68 seats in cam slot I3, and switches I42 and I45 are in the positions shown in Fig. 10, diode rectifier I4? being thus included in the circuit, and resistance I32 being disconnected from the bridge,

With reference to Fig. 10, and to the description previously given of the operation of the thermionic tube employed, it will be seen that, so long as the output of bridge I2I is connected to tube I20 through rectifier I41 and its time con stant circuit in the manner shown, tube I2li will be conductive only when bridge !2I is substantially balanced. As previously pointed out, tube I2I may become conductive upon occurrence of a grid potential of --l volt with a plate potential of +110 volts. Rectifier I41, and its associated time constant circuit, are arranged as shown to corn vert any output voltage of bridge I2I to direct current voltage of a sense causing tube I20 to be non-conductive. Therefore, depending upon the particular tube chosen, tube I20 will be conductive only when bridge I2I is substantially balanced, so long as rectifier I4? is included in the circuit.

Thus, to perform the "start adjustment of the circuit of Fig. 10, the operator need only turn knob 60, Fig. 8, until signal 34, Fig. 10, is energized. The start adjustment of knob 60 adjusts resistance Ra until the bridge is substantially balanced and this condition, as just described, causes tube I20 to be conductive, winding II 8 to be energized, and contacts IIB to be closed, completing the charging circuit and energizing signal 34. Since signal 34 is energized only when the bridge is substantially balanced, the operator's task of making the start adjustment is simplified. If, during the start adjustment, the operator turns knob 60 too far, signal 34 is deenergized, and the operator being thus notified need only reverse his adjustment until the signal is again energized.

Upon observing energization of signal 34, the operator leaves knob 60 in its adjusted position and makes the run adjustment by rotating knob 63 until the proper temperature rise is indicated on dial 64. As knob 63 is rotated sufliciently to cause cam 69 to ride out of cam slot 63, the resulting movement of lever 15 throws snap switches I42 and I45 to positions opposite to those shown in Fig. 10. This disconnects rectifier I41 and its associated time constant circuit from the birdge output circuit and substitutes therefor the conductive path consisting of contact I36, conductor I40, contact MI, and conjustment of knob 63 to provide for the desired temperature rise is therefore an adjustment of resistance Ra to unbalance the bridge I2I a predetermined amount in a direction causing the bridge output voltage to be positive with respect to the cathode. Tube I20 was made conductive when the start adjustment was made, and is maintained conductive by the run or temperature rise adjustment. Charging therefore proceeds until the desired temperature rise results in the battery, whereupon the bridge output voltage becomes suilicietly negative with respect to the cathode of tube I20 to make the tube nonconductive, winding H8 is deenergized, and spring H9 causes contacts H to be opened, breaking the charging circuit and so terminating charging.

As contacts IIB are opened, contacts I I! are closed. Since switch I45 engages contact I52, closing of contacts II'I' connects resistance I32 in parallel with thermistor Rt. The value of resistance I32 is less than the value of thermistor Rt at the highest temperature of the battery, and connection of resistance I32 into the bridge circuit therefore will maintain the charging circuit de-energized, even though thermistor Rt might be allowed to cool. When the charger is to be again used to charge another battery, the return of knob 63, Fig. 11, to zero position, with cam 59 seated in cam slot 13, will actuate switch I45 to disconnect resistance I32 from the bridge circuit, so that the bridge can again be adjusted to energize the charging circuit.

Resistance Rb is included in the arm of bridge I2I balancing the thermistor arm. Resistance Rb is adjusted at the factory to a value such that no adjustment of resistance Ra will unbalance the bridge to an extent requiring a temperature rise which would be dangerous to the battery being charged. Stated differently, the value of resistance Rb is made sufficiently large so that no possible adjustment of resistance Ra can unbalance the bridge to an extent which would require, for rebalancing, thermistor Rt to be at a temperature exceeding a safe maximum for the battery, usually accepted as F.

In Figs. 7 to 11, inclusive, we have shown apparatus which must be manually re-set after each battery-charging operation, that is to say, apparatus which may be described as semiautomatic. We have, in addition, devised apparatus embodying the invention which is fully automatic, that is to say, apparatus which resets itself after each operation. With such apparatus, all the operator has to do is to actuate a push-button to initiate a charging operation.

Such an embodiment of our invention is shown in Fig. 12, where the charging circuit is again the same as illustrated in Fig. '7. The circuit of this embodiment of the invention is applicable to either charging through a standard temperature rise, as will be first described, or to charging to an adjustable temperature rise.

Here, a bridge 22I is supplied with alternating current by a transformer 221, primary 223 of which is connected across the alternating current supply circuit of the charger by conductors 229 and 230. The secondary winding of transformer 221 is tapped at 23I to provide inductances 232 and 233, which are employed as the standard or ratio arms of the bridge 22L The temperature responsive arm of the bridge comprises negative temperature coefficient thermistor Rt, which as in the previous embodiment of the invention as constructed to be inserted into the battery I0 being charged and is connected into the bridge by conductors 234 and 235 of a conventional insulated electric cable. The arm balancing the thermistor arm of bridge 22I preferably includes a fixed resistance Re. Connecting the two bridge arms just mentioned is a resistance Ra, and the dividing point between the two arms is determined by a movable contact 236 which is adjustable along resistance Ra to determine the division of resistance Ra between the two arms of the bridge. Thus, the two output or galvanometer points of the bridge 22I are at 23I and 236, and balance or unbalance of the bridge depends upon the resistance value of thermistor Rt, and therefore upon the temperature of Rt, and upon the position of contact 236.

The contact 236 is arranged to be adjusted along resistance Ra by rotation of a shaft 231 driven by a reversible electric motor 238, preferably through high ratio gearing as shown.

.clockwise direction by tension 19 Driving windings 239 and 248 of motor 238 are adapted to rotate the motor in clockwise and counterclockwise directions respectively, and are connected in the plate circuits of thermionic tubes 241 and 242, respectively, the plate circuit of tube 24] being conected at 243 to the side of bridge 22| nearest resistance Re and the plate circuit of tube 242 being connected at 244 to the side bridge 22l nearest thermistor Rt. The cathodes of the two tubes are supplied by conductor 245 connected to the tap 231 between inductances 232 and 233, and it will be seen that conductor 245 normally includes the winding of a solenoid 246, the purpose of which will be hereinafter described. Thus, energization of either tube energizes the solenoid winding as lon as that winding is not shunted from the cathode circuit. Tubes 24| and 242 are again preferably thyratrons. The grids of the two tubes are connected to output point 236 of bridge 22| as shown.

Located on shaft 231 is a cam switch unit 241 actuated by rotation of shaft 231 but capable of being rendered non-operative by a suitable clutch 248 controlled by solenoid 246. One embodiment of a suitable cam switch unit is shown in detail in Figs. 13 and 14.

Referring to Fig. 13, there is fixed to the shaft 231 a clutch member 249, the clutch face 253 of which is engageable with clutch face 255 on a clutch member 252 slidable on shaft 231, membars 249 and 252 making up clutch 248 shown diagrammatically in Fig. 12. Rigidly secured to member 252 is a cam 253. The slidable clutch member 252 is provided with an extension or collar 254 having an annular groove 255 provided to receive an operating yoke 256 in such a manner that movement of the yoke in one direction will cause clutch member 252 to slide alon shaft 231 until clutch faces 25! and 258 are engaged, while movement of the yoke in the opposite direction will cause the clutch members to be disengaged as shown. Yoke 256 is provided with an extension lever 251 pivoted at 258 and normally biased by a tension spring 259 to move the yoke to cause the clutch 248 to be engaged. Lever 251 is of suitable magnetic material and solenoid 246, previousl noted in Fig. 12, is arranged to cause lever 251 to move against the pull of spring 258 when the solenoid is energized. Thus, energization of solenoid 246 moves lever 251 about pivot 258 to disengage the clutch 248, and de-energization of the solenoid allows sprin 259 to move the lever in the opposite direction, causing the clutch to engage, so that the clutch is therefore normally engaged, and electromagnetically disengaged.

Lever 251 is extended beyond pivot 258 to provide a switch arm 268 of insulating material. Arm 260 carries, on its side nearest solenoid 246, a contact 261 arranged to engage a stationary contact 262 when the clutch is engaged, and to be moved away therefrom when the solenoid is energized to disengage the clutch. Thus, arm 268, movable contact 261 and stationary contact 262 constitute a switch 263 which is open when clutch 248 is disengaged and closed when clutch 248 is engaged.

As best seen in Fig. 14, cam 253 is biased in a spring 264. Whenever clutch 248 is disengaged, spring 284 will rotate member 252 relative to shaft 231 until pin 265 on the cam engages a suitable stop 266. Operated by cam 253 is a switch 261 comprising a stationary contact 268 and movable contact 268, the latter carried by a resilient arm 218.

Resilient contact arm 210 is secured at 21l to any suitable support, and normally occupies a horizontal position in the path of cam 53, in which position switch 261 is open. But, when cam 253 is rotated clockwise by spring 264, whenever clutch 248 is disengaged, movable con tact arm 218 is displaced upwardly by the cam surface, and switch 261 closes. Switch 261 remains closed until counter-clockwise rotation of shaft 231, with clutch 248 engaged, causes the cam 253 to travel beyond the switch. With reference to operation of switch 261, the cam surface of cam 253 has an effective length from point 253 determined by positions of pin 265 and stop 266, to low point 253. Whenever solenoid 246 is energized to disengage clutch 248. cam 253 is rotated to the position shown in Fig. 14, such rotation causing the cam to close switch 281. The time period during which switch 261 is maintained closed is determined by the effective length of the cam surface and the speed of counter-clockwise rotation of shaft 231.

Referring again to Fig. 12, it will be seen that a normally open relay 215 is provided with contacts 216 in supply lead l3 of the charging circuit, relay 215 including an actuating winding 211 and a contact closing member 218 normally held in open position by a spring 219. One terminal of winding 211 is connected by conductor 280 to charger supply lead 12, the other terminal of the winding being connected by conductor 28l through switch 282 to the movable contact of switch 261. Switch 282 is a limit switch opened automatically in the event that rotation of shaft 231 is such as to move contact 236 of resistance Re. to the end of that resistance on the side nearest resistance Re. From the stationary contact of switch 261, the circuit of winding 211 is connected by conductor 283 to charger supply lead 13 at some suitable point between contacts 216 and transformer ll. Also, switches 261 and 282 can be shunted from the circuit of winding 211 by closing contacts 284 in conductor 285 which completes the circuit of winding 211 to power lead I3 of the charging circuit.

Contacts 284 form one contact set of a two-position push-button switch 286. Switch 288 is biased to normally open contacts 284 and close a second set of contacts 281 in a conductor 288, conductor 288 also including contacts 26! and 262 of switch 263 previously discussed and shown in detail in Fig. 13. When switch 286 is in its normal position, closing contacts 281, and clutch 248 is engaged so that switch 263 is closed, conductor 288 short circuits solenoid 246 from the cathode supply of tubes 24| and 242.

From Fig. 12 it will be seen that counter-clockwise rotation of shaft 231 by motor 238 adjusts contact 236 to increase the portion of resistance Rs. in the thermistor arm of bridge 22!, correspondingly decreasing the portion of resistance connected to a suitable source of alternating current, and thermistor Rt is inserted in the battery ID to be charged. After thermistor Rt has had time to assume the initial internal temperature begins to rise. the battery rises during charging, the resistance of the battery, push-button switch 286 is momentarily depressed to open contacts 281 and close contacts 284. Closing of contacts 284 completes the circuit of winding 211 of relay 215, through conductors 280, 28l and 285, thus energizing the relay to close contacts 216, completing the charging circuit and also supplying current to bridge 22!. The charging circuit is then maintained completed as hereinafter described. While push button switch 286 is depressed to open contacts 281, solenoid 246 is in the cathode supply circuit of tubes MI and 242.

With negative temperature coefficient thermistor Rt at the initial relatively low temperature of the batery, and therefore at a relatively high resistance value, bridge 22! will be unbalanced, most likely in a sense resulting from excessive re sistance in the thermistor arm of the bridge. This initial unbalance of bridge 22l causes a bridge output potential capable of firing one of the two tubes 24! and 242, so energizing one of the windings of motor 238. Regardless of which tube is fired, and therefore regardless of the direction of rotation of the motor, solenoid 246 is connected in the cathode supply circuit, since contacts 281 are open, and the solenoid will therefore be energized to disengage clutch 248 upon firing of either tube, and the clutch will be maintained disengaged until the tube again becomes non-conductive. Energization of solenoid 246 also opens contacts 26| and 262 of switch 263, thereby allowing push-button switch 286 to be released immediately after its momentary depression.

As soon as clutch 24B is disengaged by energization of the solenoid, spring 264 rotates clutch member 252 and its associated cam 253 in a clockwise direction until pin 265 engages stop 2 66.

When cam 253 is in the position determined by stop 26G. switch 261 is closed, thus completing a circuit from winding 211 of relay 215 to supplv lead 13 of the charger through conductor 28!, switch 282, which will be closed at this point in operation of the device, switch 261 and conductor 283. Energization of relay 215 to maintain contacts 216 closed is thus assured until such time as winding 239 is energized to rotate motor 238 in a,

counter-clockwise direction until balance of the bridge 22! is restored by the resulting clockwise adjustment of contact 235, along resistance Ra. When the bridge is rebalanced, tube 24! will again become non-conductive, and solenoid 246 will;

therefore be ale-energized, allowing clutch 248 to be engaged by reason of the tension of spring 259. Balancing of the bridge by the initial controlling action of tube 24! takes place quickly after actuation of push-button switch 286, andq .for all practical purposes this balancing action occurs with the thermistor at the initial internal temperature of the batery.

Since contacts 216 of relay 215 are maintained closed as above described, charging proceeds, and the internal temperature of the battery therefore Asthe internal temperature of oi thermistor Rt correspondingly decreases, and bridge 22! is therefore unbalanced by the decreasing resistance in the thermistor arm ofthe bridge. When this unbalance has increased to an amount determined by the character of tube 242 and its shieid grid bias, tube 242 becomes conductive, energizing winding 240 of motor 238 and so causing the motor to rotate shaft 231 in a counter-clockwise direction until counter-clockwise movement of contact 236 along resistance Ra rebalances the bridge, whereupon tube 242 becomes non-conductive.

As the temperature of the battery continues to rise, the resistance of Rt'progressively decreases until the bridge is again unbalanced and the tube 242 again becomes conductive, whereupon the motor is again energized to move the contact 236 further in the same direction, until the bridge is rebalanced, and the tube again becomes nonconductive. Thus the cam 253 is rotated stepby-step, as the battery temperature rises. Since release of puslnbutton switch 286. and the closing of switch 263 when solenoid 246 was deenergized upon completion of the initialbalancing of the bridge, short-circuited solenoid 246 from the cathode supply circuit, clutch 248 remains continuously engaged during progress of the charge. Therefore, rotation of shaft 231 also rotates earn 253. Release of push-button switch 286 also opened contacts 284, thereby making energization of winding 211 of relay 215 dependent upon switches 2&1 and 282 being closed.

So long as switches 251 and 282 remain closed, the charge proceeds, bridge 22l being successively unbalanced by the effect of the rising internal temperature of the battery, and rebalanced by the follow-up action of the thyratron controlled motor. Each successive rebalancing step results in an incremental counter-clockwise rotation of cam 253, with the cam surface maintaining the switch closed, until the charge has progressed to such an extent that point 253' of cam 253 is rotated beyond the movable arm of switch 251,. and the switch springs open, breaking the circuit of Winding 211 of relay 215. Contacts 216 are thereupon opened by action of spring 219, and the flow of current in the charg ing circuit is thus interrupted.

Characteristics of the elements of bridge 22l may be either constant or compensated, and the amount of unbalance of the bridge during progress of charging, and therefore, the amount of counter-clockwise retation of shaft 231 vary directly as the rise of internal temperature of the battery during charging. It will be understood that thermally variable resistors now generally available to the trade do not exhibit a linear resistance variation with changing temperatures. In order that the amount of counter clockwise rotation of shaft 231 allowed by cam 253 shall correspond a single temperature rise, regardless of the initial battery temperature sensed by thermistor Rt, the resistance Re is made nonlinear to correspond to the non-linearity of the thermistor.

The effective length of the cam surface of cam 253, as previously defined, determines. the amount of counter-clockwise rotation of shaft 23? necessary to open switch 251 to terminate charging. Therefore, the efiective length of the cam surface determines the temperature rise which will occur during charging by the appara-- tus. It is obvious that a particular cam may be designed. to give a chargingduration of 35 F. temperature rise, or or any other desired value. In the preferred form of the invention, when employed according to the embodiment of Fig. 10, the length of thecam surface is chosen 23 to terminate the charge at the end of a 45 F. temperature rise. By reference to Fig. 1, it will be seen that choice of this value takes advantage of the fact that the temperature rise versus increase in state of charge curve climbs abruptly during the first 35-50 F. of temperature rise, and thereafter tapers off rapidly. As previously pointed out, an average automotive storage battery, when charged through a temperature rise of 35-50" will be from 70% to 100% charged at the end of the temperature rise, and the lower limit of 70% full charge is adequate for automotive battery charging work. Therefore, when a charging apparatus constructed according to Fig. 12, with a cam designed to give a charging period of approximately 35-50 F. temperature rise, is employed to charge automotive storage batteries, there is no need to make preliminary tests of the battery to be charged, and there are no manual adjustments of the charger to be made. All that is necessary is that the apparatus be properly connected and that switch 286 be momentarily depressed to initate charging.

The progressive adjustment of Ra during charging corresponds closely to the' rising inter nal temperature of the battery. Therefore we prefer to employ at some convenient point on the charger casing a suitable indicator calibrated in terms of battery temperature, this indicator being adjusted in any suitable manner by rota tion of the shaft 23! which adjusts resistance Ra. Such indicator may be of the dial and pointer type with the pointer either carried directly by shaft 231 or driven by shaft 231 through any conventional mechanism desired. In Fig. 12, we have shown such an indicator as comprising a dial 29!] mounted on the casing of the apparatus, not shown and being free from shaft 23?, and a pointer 29! secured to and rotated by shaft 231. Since Ra is preferably a non-linear resistance, corresponding to the non-linearity of the thermistor Rn, a given position of the shaft 237 will always be indicative of a particular temperature of the thermistor, and the dial 298 can be calibrated accordingly.

While we have described certain apparatus for carrying out the invention which is wholly manual, other apparatus which is manually adjusted but semi-automatic in its operation, and still other apparatus which is fully automatic, they all embody the same fundamental concept. namely terminating the charging of a battery after its internal temperature has traversed a predetermined rise above its initial value, regardless of what this initial value was, or what the final temperature may be. This is an entirely difierent concept from that of terminating charging upon the attainment of a predetermined maximum temperature, as has heretofore been proposed.

It should be understood that, while we have discussed only lead-acid storage batteries, the

present invention is of course applicable to the charging of other types of storage batteries.

Where, in this specification and the appended claims, we refer to the charging circuit of a battery charging apparatus, we mean the main power circuit of the apparatus as distinguished from the subsidiary control, testing and like circuits. Thus, a charging circuit within the meaning of this term may comprise either a simple circuit for delivering the output of a direct current generator to a battery, or may comprise the combination of an alternating current supply, a transformer, a rectifier, and the rectifier output .aasaooa circuit, as is now common practice in the fast charging art.

Reference is made to Patent 2,499,663, issued March '7, 1950, to Lewis A. Medlar, which patent describes and claims safety devices which may, if desired, be incorporated in the devices shown in Figs. '7, 10 and 12 of the present application. Such safety devices serve to prevent the charging circuit from being energized if the operator neglects to insert the thermally responsive element Rt in the battery being charged.

We claim:

1. The method of charging a storage battery, comprising subjecting the battery to charging at a power level of sufficient magnitude that heat lost from the battery during charging is negligible when compared with heat generated in the battery as a result of charging, and terminating charging when the internal temperature of said battery has traversed a selected rise above its initial value at the beginning of charging, regardless of the value of the initial temperature.

2. The method of fast charging a storage battery, comprising charging said battery at so high a rate that heat lost from said battery during charging is negligible when compared with the heat generated in said battery during charging, detecting the internal temperature of the battery at the start of charging, continuously detecting the increase in the internal temperature of the battery during charging, and terminating charging when said internal temperature has traversed a selected rise above its initial value at the start of charging, regardless of the value of the initial temperature.

3. The method of charging a storage battery, comprising determining the initial state of charge of the battery, subjecting the battery to charging at a power level of sufficient magnitude so that heat lost from the battery during charging is negligible when compared with heat generated in the battery as a result of charging, and terminating charging when the internal temperature of the battery has traversed a selected rise above its initial value at the beginning of charging, said selected rise being based upon said initial state of charge, said power level, and the percentage of charge desired.

4. The method of charging a storage battery, comprising determining the initial state of charge of the battery, subjecting the battery to charging at a predetermined power level of sufficient magnitude so that heat lost from the battery during charging is negligible when compared with heat generated in the battery as a result of charging, determining the initial internal temperature of the battery and thereafter continuously detecting the progressive increase of the internal temperature of the battery resulting from charging, and terminating charging when the internal temperature of the battery has increased above its initial value at the beginning of charging by a selected amount determined jointly by said initial state of charge, said power level, and the percentage of charge desired, regardless of the value of the initial temperature.

5. The method of increasing the state of charge of a partially discharged storage battery to at least 70% of full charge, comprising charging said battery at such a high rate that heat lost from the battery during charging is negligible when compared with the heat generated during charging, and terminating charging at the completion of a selected rise in said internal temperature of at least 35 F. above its initial value at the beginningv of charging, regardless of the value of the initial temperature.

6. The method of increasing the state of charge of a partially discharged storage battery to at least 70% of full charge, comprising fast charging the battery at a predetermined power level of from 100 to 1190 watts, and terminating charging at the completion of a selected rise in the internal temperature of the battery above its initial value at the beginning of charging, the extent of said selected rise being in the range of -60 F., depending upon the power level of charging, regardless of the value of the initial temperature.

7. The method of increasing the state of charge of a partially discharged storage battery to at least 70% of full charge, comprising subjecting said battery to charging at a power level or sufficient magnitude so that heat lost from said battery is negligible when compared with heat generated as a result of charging, continuously detecting the increase in internal temperature of the battery during charging, and terminating charging when the internal temperature of the battery has increased above its initial value at the beginning of charging by a selected amount between 35 and 60 F., dependent upon the power level selected, regardless of the value of the initial temperature,

8. The method of increasing the state of charge of a partially discharged storage battery to at least 70% of full charge, comprising subjecting any battery, without test, to charging at such a high rate that heat lost from the battery during charging is negligible as compared with the heat generated by charging, and terminating charging after the battery has traversed a standard temperature rise above its initial value at the beginning of charging, which rise is the same for all batteries regardless of initial state of charge and initial temperature.

9. The method of increasing to at least 70% of full charge the state of charge of an automotive storage battery discharged to the extent where it will not operate the starting motor of an automobile when the engine is cold, comprising fast charging such battery at a power level of sufficient magnitude that heat lost from the battery is negligible when compared with heat generated in the battery as a result of charging, and terminating charging when the internal temperature of the battery has increased by a selected amount within the range of 35-60 F. as a result of charging, regardless of the value of the initial internal temperature of the battery.

10. In a battery charging apparatus, the combination of a charging circuit for supplying current to a battery, thermally responsive means constructed to be continuously subjected to the internal temperature of the battery, and means controlled by said thermally responsive means for automatically interrupting said charging circuit when the internal temperature of the battery has traversed a predetermined rise above its initial value at the beginning of charging, regardless of the value of the initial temperature.

11. In a, battery charging apparatus, the combination with means for supplying charging current to a battery, thermally responsive means'for continuously detecting the internal temperature of the battery, and means controlled by said thermally responsive means for automatically interrupting the supply of current to the battery when its internal temperature has risen to a predetermined extent above its initial value at the 26 beginning of charging, regardless of the value; of the initial temperature.

12. In a battery charging apparatus, the com bination of means for supplying charging current to a battery, thermally responsive means for continuously detecting the internal temperature oi the battery, means controlled by said thermally responsive means for automatically-interrupting the supply of current to the battery when its in ternal temperature has risen to a pre etermined extent above its initial value at the beginning of charging, regardless of the magnitude of said initial value, and means for selecting a particular extent of rise above theinitial temperature at the end oj which it is desired to have the current supply interrupted. I

13. In a battery charging apparatus, the combination of meansfor supplying charging rent to a battery, thermally responsive means for continuously detecting the internal temperature of the battery, means controlled by said thermally responsive means for automatically inter-- rupting the supply of current to the battery when its internal temperature has risen to a predetermined extent above its initial value at the begin ning of charging, regardless of the magnitude of said initial value, and means for manually ad justing the extent of the temperature rise which the battery must traverse in order to automatically interrupt the current supply.

14. In a battery charging apparatus, the combination of a charging circuit for supplying charging current to a battery, a circuit interrupter having contacts .in said charging circuit, thermally responsive means constructed to be inserted in the battery to be charged', and means controlled by said thermally responsive means for maintaining said contacts closed only until the internal temperature of the battery being charged has advanceda predetermined amount over its initial value at the start of charging regardless of the value of the initial temperature.

15. In a battery charging apparatus, a charging circuit for supplying charging current to a battery, a relay having contacts in said charging circuit, thermally responsive means constructed to be inserted in the battery to be charged, and relay actuating means controlled by said thermally responsive means and constructed to cause said relay to close said contacts, completing said charging circuit, only while the temperature of said thermally responsive means is within a definite range, said relay actuating means including means for establishing the initial temperature of the battery at the start of charging as the l'owe'r limit of said range, regardless of the value or such initial temperature.

16. In a battery charging apparatus, the combination of a charging circuit for supplying charging current to a battery, a relay having contacts in said charging circuit,- thermally responsive means constructed to be inserted in the battery to be charged, adjustable relay actuating means controlled by said thermally responsive means and constructed to cause said relay to close said contacts, completing said chargingcircuit, only while the temperature of the batterybeing charged, as detected by said thermally responsive means, is within a selected range determined by adjustment of said relay actuating means, and means for adjusting said relay ac tuating means to establish the initial temperature ofthe battery at the start of charging. as the lower limitof said range, regardless of the value of such initial temperature. 

